Automatic train control



July 20 192".

P. J. SIMMEN AUTOMATIC TRAIN CONTROL Filed Feb. 1, 1923 ATTOF/Vfy Patented July 20, 1926.-

PATENT OFFICE.

PAUL J. SIMMEN, OF EDEN, NEW YORK.

AUTOMATIC TRAIN CONTROL.

Application filed February 1, 1923. Serial No. 616,247.

This invention relates to railway train control systems especially to those in which track circuit control is" used, and more especially to those involving track circuit control and central control, such as from a dispatchers station.

The invention is particularly directed to a system involving central oflice means for giving different signal aspects to a train at the entrance of the block and provision for the record at the central office of the run ning time of a train in a block and a signal aspect accepted by such train and by the further provision for the separate but simultaneous recording of the movement of the train in reference to energized control rails.

In describing the invention in detail, reference is had to the accompanying drawings, wherein I have illustrated a preferred physical embodiment of my invention and wherein like characters of reference, designate corresponding parts throughout the several views, and in which:

Figure 1 1s a diagrammatic representation ofthe apparatus and circuits in the dispatchers ofiice and along the track; Fig. 2, illustrates the apparatus and circuits on a locomotive or car, by which, with certain cooperating parts of Fig. 1, the signals are repeated on the locomotive or car.

Fig. 1 shows a track consisting of rails 1 and 2. Rail 1 is electrically continuous and rail 2 is divided into sections by means of insulating joints 3,-thus dividing the track into electrically isolated block sections.

Near one end of each block is a track battery 4 and near the other end of the block is a track relay 5, constituting with their connections a track circuit well known to the art. Each track relay controls an armature 6, which when the track relay is energized, closes the front contact 7 and when the track relay is deenergized, the armature drops and opens this front contact. Front contact 7 is connected by wires 8 and 9 to a polarized relay 10, which relay is located along the track in a suitable housing. The other terminal of relay 10 is connected by wire 11, resistance 12 and wire 13 to track rail 1. From the hinged end 14 of armature 6, a wire 15 leads to the dispatchers ofiice, interlocking tower or way station and connects to one terminal of relay 16, the other terminal of relay 16 is connected to wire 17 to a second relay 18. The function of relay 18 will be when placed in the left hand oblique position, it will electrically connect with terminal 22. When switch 20 is in the vertical position, it is disconnected from both terminals 21 and 22. Terminal 21 is connected by wire 23 to bus 24 and terminal 22 is connected by wire 25 to bus 26. Bus 24 is connected to the positive pole of battery, or other electrical source 27 and bus 26 is connected to negative pole of the battery or other electrical source 28. The negative pole of battery 27 is connected by wire 29 to wire 30 and the positive pole of battery 28 is connected by wire 31 also to wire 30. Wire 30 is connected to track rail 1.

By means of manually operated switch 20, polarized relay 10 along the track can either e positively energized or negatively energized or deenergized, thus conditioning the armatures of relay 10 to control three different signals along the track. The signals are shown as A, B, and C. Polarized relay 10 controls a neutral armature 32 and a' polarized armature 33. When relay 10 is front contact 34 and armature 33 is in the left oblique position thus closing contact 35. When the two armatures are in this position, a circuit is established through signal A as follows :from one side of battery 36, wire 37, armature 32, front contact 34, wire 38, armature 33, contact 35, wire 39, si al A, wire 40, wire .41, to the other side of attery 36.

When relay 10 is negatively energized, armature 32 closes front contact 34 and armature 33 is in the right oblique position, thus closing contact 42. When the two armatures are in this position, a circuit is established through signal B as follows fromvone side of battery 36, wire 37, armature' '32, front contact 34, wire 38, armature 33, contact 42, wire 43, signal B, wires 44 and 41 to the other side of battery 36.

When relay 10 is deenergized, armature 32 drops away from front contact 34 and closes the back contact 45. Under these conditions no energy can be supplied to elther signal A or B, since front contact 34 is open, but a circuit is established through signal O as follows :-from one side of bat-v relays by which circuits are controlled to operate semaphore signals in a manner wellknown to those skilled in the art.

The signals A, B, and C are placed along the track at suitable locations in the usual manner. Signal A may represent a clear signal, signal B caution signal and signal C a danger signal, or' the signals may be used to convey any instructions to the engineer which the management of the railway may designate. The positions of armatures 32 and 33 of the polarized relay 10 are controlled from the dispatchers oifice in the following manner:-when the manually operated switch 20 is in the right oblique position, polarized relay 10 is positively energized through the following circuit :from positive pole of battery 27, bus 24, wire 23, terminal 21, switch 20, wire 19, relay 18, wire 17 relay 16, line wire 15, armature 6 of track relay 5, front contact 7, wires 8 and 9, polarized relay 10, wire 11, resistance 12, wire 13, track rail 1, and wires 30 and 29, to negative side of battery 27. When the hand operated switch 20 is placed in the left oblique position, polarized relay 10, is negatively energized through the following circuit from negative pole of battery 28, bus 26, wire 25, terminal 22, switch 20, wire 19, relay 18, wire- 17, relay 16, line wire 15, armature 6 of track relay 5, front contact 7, wires 8 and 9, polarized relay 10, wire 11, resist-' ance 12, wire 13, track rail 1, and wires 30 and 31 to positive pole of battery 28, the circuit being traced against the flow of current. When the manually operated switch 20 is in the vertical position, polarized relay 10 is deenergized, since both batteries 27 and 28 are disconnected from it.

It will thus be seen that so long as current is flowing from the battery 27 in the dispatchers oflice through polarized relay 10, signal A will be displayed, and so long as current is flowing from battery 28 in the dispatchers ofiice through polarized relay 10, signal B is displayed. When current flows from either battery 27 or 28 through polarized relay 10, signal G is displayed. In addition tothe manual control pf signals A, B and C from the dispatchers oflice, au-

' tomatic control of these signals is also provided by a track circuit in the following manner :-As long as there is no train in the block ahead, track relay 5 is energized and armature 6 of track relay closes front contact 7 thus permitting the display of signal A or B from the dispatchers ofiice. When however a train is in the block ahead, as shown in hatched lines, the energy from the track battery 4, is short circuited through the wheels and axles of the train in the manner well-known to one skilled in the art. Track relay 5 is' therefore not sufficiently energized to maintain armature 6 in the position to make contact with front contact 7, consequently the armature 6 drops away and front contact 7 is broken. When this condition exists, no electrical energy can reach polarized relay 10 and this relay becomes deenergized, thus invariably signal '0 will be displayed irrespective of whether switch 22 in the dispatchers office is positioned to send positive or negative energy to polarized relay 10.

The recording of train movements and the kind of signal displayed at the dispatchers office is accomplished in the following manner :--'In the dispatchers ofiice is a suitably mounted record sheet 48 driven by a roller 49, which in turn is driven by a shaft 50. Shaft 50 receives motion through ratchet wheel 51. A pawl 52 is connected to armature 53 of electro-magnet 54, and when electro-magnet 54 is periodically'energized, motion is given to ratchet wheel 51 through pawl 52. A spring 55 normally pulls armature 53 and pawl 52 to the right when electro-magnet 54 is not energized. Electromagnet 54 is connected by wire 56 to a make-and-break device 57, which make-andbreak device is eriodically operated by clock work 58, this device may be made in accordance with that shown in my prior Patent, 1,203,146 granted October 31, 1916. When the make-and-break device is closed the electro-magnet 54 is energized through the following circuit :--from one side of battery 59, wire 60, .magnet 54, wire 56, make-and-break device 57, wire 61 to the other side of battery 59. The make-andbreak device 57 is operated say every 5-seconds,-so as to give a slow and uniform movement to record sheet 48 through ratchet wheel 51 and pawl 52. 1

Record sheet 48 is transversely divided into sections as 62, 63 and 64. each section representing a block along the track. Longitudinally the record sheet is divided into time lines, such as 1 a. m. each one of the lines representing a one minute interval. It will thus be seen that longitudinally the record sheet assumes a constantly changing position during the 24-hours of the day.

Adjacent to the record sheet are located perforating magnets 65, 66 and 67 controlling their respective armatures 68. 69 and 70. Pivotally attached to armatures 68, 69 and 70 are perforating needles 71 so positioned adjacent to the record sheet that when a perforating magnet is energized, a perforation is made in the record sheet. There are three such perforating magnets for each block. Perforating magnet 65 is operatively connected when manually operated switch 20 is in the right oblique position and perforating magnet 67 is operatively connected when switch 20 is in the left oblique position. Perforating magnet 66 is operated in a manner to be described hereinafter.

The means for operatively connecting perforating magnet 65, when switch 20 is in the right obliqueposition is as follows :--A metallic wedge 72 attached to switch 20 and insulated therefrom is positioned so as to force contact springs 73 and 74 apart, thus electrically connecting the two contact springs and thus establishing an electrical circuit through perforating magnet 65 as follows :from one side of battery 59, wire 61, wire 75. wire 76, armature 86 of" relay 16, back contact 77, Wire 78, wire 79, contact spring 74, wedge 72, contact spring 73, wire 80, perforating magnet 65, Wires 81 and 82. to a metallic contact plate 83, which is at-' tached 'to armature 53, and thence by wires 84, 85 and 60 to the other side of battery 59. When the switch 20 is in the left oblique position, an electrical circuit is establishedthrough perforating magnet 67 as follows 2-- from one side of battery 59, wire 61, wire 75, wire 76, armature 86 of relay 16, back contact 77 wire 7 8, wire 87, contact spring 88, wedge 72, contact spring 89, wire 90, perforating magnet 67, wire 91, wire 82. to metallic contact plate 83, and thence by wires 84, 85 and 60 to the other side of battery 59.

The circuits through perforating magnets 65 and 67 just described are closed only when relay 16 is deenergized thus closing back contact 77 and further when electro-magnet 54 is energized thus closing contacts to wire 82 and 84 through metallic plate 83 attached to armature 53. Since electromagnet 54 is only periodically energized through the make-and-break device 57, it follows that the circuit through either perforating magnet 65 or 67 is periodically broken through contact plates 83.

I will now describe the method of recording train movements and the kind of signals displayed upon the record sheet 48. \Vhenever switch 20 is in the right oblique position making contact with terminal 21, polarized relay 10 along the track is positively energized, if no train is on the section controlling this relay, thus displaying signal A. At the same time current is flowing through relay 16 in the dispatchers office, thus lifting its armature 86 and breaking back contact 77. Under these conditions perforating magnet 65 is not energized and no record is made on the record sheet. As soon however as a block is occupied by a train, track relay 5 becomes deenergized and main circuit from the dispatchers oflice and relay 16 becomes deenergized thus closing back contact 77. When this. occurs perforating magnet 65 becomes periodically energized (say every 5-seconds) and aperforation is made in the record sheet periodically through perforating needle 71. Since record. sheet 48 is longitudinally moved continuously. the exact time when the train entered the block is recorded on the record sheet and this perforation is continued as long as a train remains in the block, thus also record ing the length of time the train remained in the block. Whenever the train has left the-block armature 6 of track relay 5 again closes front contact ,7 thus again completing the main circuit to the dispatchers oiiice. Under these conditions relay 16 is again energized and the circuit through perforating magnet 65 is broken through back contact 77, which results in perforating magnet 65 ceasing to operate.

Whenever switch 20 is in the left oblique position making contact with terminal 22, polarized relay 10 along the track is negatively energized, if there is no train in the section controlling this relay, thus displaying signal B. At the same time current is flowing through relay 16 in the dispatchers office. thus lifting its armature '86 andbreaking back contact 77 'With switch 20 in this position perforating magnet 67 is operatively connected instead of perforating magnet 65 but no record is made on the record sheet until a train enters the block. When this occurs, track relay 5 becomes deenergized and its armature 6 drops away from front contact 7. This results in the breaking of the main circuit from the dispatchers ofties and relay 16 becomes deenergized, thus.

closing back contact 77. When this occurs perforating magnet 67 becomes periodically energized, thus making a record on the record sheet as hereinbefore described. It will thus be seen that when the switch 20 is in the position to display signal A, and a train enters a block, a record is made on the record sheet through perforating magnet 65; and when switch 20 is in the position to displaysignal B, and a train enters ablock, a record is made on the record sheet through perforating magnet 67. Since perforating magnets 65 and 67 are transversely positioned differently in respect to the record sheet, the record will clearly show Whether signal A or signal B was displayed prior to the train entering the block.

Whenever switch 20 is in the vertical position thus dis laying signal C, no record is made througli 65 or 67 since the circuits to these magnets either perforating magnets are now open at contact springs 73 and 74: or contact springs 88 and 89.

The invention so far described shows means to display three signals along the trackway for each block by means of manually operated switches under the control of the dispatcher also means to automatically control signals by track circuit and means to record on the record sheet in the dispatchers ofiice at what time a train entered a block, and at what time the train left the block; at the same time distinguishing on the record whether signal A or signal B was displayed to the train. Under certain conditions it may be desirable to also dis play similar signals on the locomotive so as to bring the signals displayed along the trackway more forcibly to the notice of the engineer or these signals on the locomotive may also be used for the purposes of automatic train control or speed control. The means for duplicating the signals along the trackway on the locomotive or car will now be described.

In Fig. 1 train control rails 92 and 93 are located adjacent to the track, train control rail 92 being the home train control rail and positioned near the end of the new block, train control rail 93 being the distant train control rail and being located approximately braking distance from the beginning of the new block. These train control rails may be positively energized, negatively energized or deenergized similarly to, and at the same time as polarized relay 10. The circuit through the dispatchers office by which the different electrical conditions are established are similar to those described for polarized relay 10, and are as follows When the train control rails are positively energized it is by a circuit established from positive pole of battery 27, bus 24, wire 23, terminal 21, manually operated switch 20, wire 19, relay 18, wire 17, relay 16, line wire 15, armature 6 of track relay 5, front contact 7, wires 8 and 94, to train control rails 92 and 93, thence through a circuit on the locomotive to be described hereinafter to track rail 1 and thence through wires 30 and 29 to the'negative side of battery 27. When the train control rails are negatively energized, the circuit through the dispatchers oflice is as follows :from negative side of battery 28, bus 26, wire 25, terminal 22, switch 20, wire 19, relay 18, wire 17, relay 16, line wire 15, armature 6 of track relay 5, front contact 7, wires 8 and 94, to train control rails 92 or 93 and thence through a circuit on the locomotive to be described hereinafter to track rail 1 and thence throughwires 30 and 31 to positive pole of battery 28. When switch 20 in the dispatchers office, is in the vertical position, train control rails 92 and 93 are deenergized. Signal rails 92 and 93 are also meal as deenergized, by reason of a train in the block ahead by which front contact 7 of track relay 5 is broken in a similar manner as hereinbefore described. It will thus be seen that when signal Ais displayed along the track, the train control rails 92 and 93 are positively energized; when signal B is displayed along the track, the train control rails 92 and 93 are negatively energized and when signal C is displayed along the track, the train control rails 92 and 93 are deenergized.

The cab circuits capable of displaying three different signals corresponding to the three difierent electrical conditions of the train control rails are shown in Fig. 2 and are similar to the circuits shown in my prior Patpnt No. 1,239,049 granted September 4th, 191

In Fig. 2 the signals are designated D, E, and F. lVhile these signals in Fig. 2 are shown as lamps, they may equally represent an electro-magnetic device to which motion is given depending upon whether the circuit is energized or deenergized, and such electro-magnetic devices may be used for other purposes than or in addition to the display of signals to the engineer, such as the proper control of speed control devices or electro-pneumatic air valves or both.

In Fig. 2 is shown an electric contact shoe 96 so positioned on the locomotive as to make contact with the train control rails 92 and 93; The contact shoe is hinged at 97. Train control rails 92 and 93 are inclined at the ends so as to form a ramp in the usual manner, as shown in my prior Patent No. 1,140, 623 granted May 25, 19.15, and when the contact shoe slides along the ramp, the shoe is tilted so as to break contact 98. This action of the shoe compresses spring 99. When the contact shoe leaves the other end of the train control rail, spring 99 forces the contact shoe to the normal position, makingcontact with contact 98. The locomotive also carries a polarized relay 100 and a battery 101. The polarized relay 100 controls a neutral armature 102 and four polarized armatures 103, 104;, 105 and 106. Polarized armatures 104 and 105 are pole changing members of a switch for the purpose of changing the polarity of the flow of current from battery 101. Polarized armature 103 controls by its position, signal D, and polarized armature 106 controls by its position signal E, and neutral armature 102 controls by its position signal F. Depending upon the direction of the flow of current in the polarized relay 100, polarized armatures 103, 104, 105 and 106 will assume either one or the other of its two positions.

"When the contact shoe 96 is passing a train control rail which is positively energized, an electrical circuit is established through battery 27 in the dispatchers oflice as follows :from positive side of battery 27, bus 24, wire 23, terminal 21, switch 20, wire 19, relay 18, wire 17, relay 16, line wire 15, armature 6 of track relay 5, front contact 7, wires 8 and 94, to train control rail 92 or 93 and thence-through contact shoe 96, wire 107 polarized relay 100, wires 108 and 109, axle 110, wheel 111, rail 1, and wires 30 and 29, to the negative side of battery 27. Under these conditions polarized relay 100 will be positively energized neutral armature 102 will make contact with .front contacts 112 and 113 and polarized armatures 103, 104, 105 and 106 will assume the left hand position as shown in Fig. 2. With the. armatures of polarized relay 100 in the positions described a circuit is established through signal D as follows :battery 101, wire 114, polarized armature 105, neutral armature 102, contact 112, wire 1-15, polarized armature 103, wire 116, signal D, wire 117, wire 118, wire 108, wire 119, polarized armature 104,

wire 120, wire 121, to the other side of the battery 101. Whenthe shoe'96 leaves the other end of the thus positively energized train control rail, contact 98 is again made and a stick circuit is established through polarized relay 100, which maintains the armatures of the relay in the same position as follows :from one side of battery 101, wire 114, polarized armature 105, neutral armature 102, front contact 113, wire 122, to

shoe contact 98, thence through shoe 96, wire 107, polarized relay 100, wires 108- and 119, polarized armature 104, wires 120 and 121, to the other side of battery 101, thus the signal indication obtained at a train control railis continued until the next train control rail is reached.

When the contact shoe 96 makes contactwith a train control rail which is negatively energized, an electrical circuit is established through the dispatchers oflice as follows': from negative side of battery 28, bus 26, wire 25, terminal 22, switch 20, wire 19, relay 18, wire 17, rela 16, line wire 15, polarized armature 6 0 track relay 5, front contact 7, wires 8 and 94, to train control rails 92 or 93; thence through contact shoe 96, wire 107, polarized relay 100, wires 108 and 109 axle 110, wheel 111, to track rail 1, and thence through wires 30 and 31, to the positive pole of battery 28, the circuit being traced against the flow of current.

Under these conditions of current flow, polarized relay 100 will be negatively energized,-;.-neutral armature 102 will still make contact with front contacts 112 and 113 but the polarized. armatures 103, 104, 105 and 106 will now assume the right hand position op osite to the one as shown in Fig. 2. Witht e armatures of polarized relay in the position as last described, a circuit through signal D is broken by armature 103 but a new circuit through signal E is estabthe shoe 96 leaves the other end of the negatively energized train control rail, shoe contact 98 is again closed and a stick circuit is established through polarized relay 100, which maintains the armatures of the relay in the same position as follows :from one side of battery 101, wire 114, polarized armature 104, wire 119, wire 108, .electro-magnet 100, wire 107, shoe 96, contact 98, wire 122, contact 113, armature 102, armature 105, and wires 123 and 121 to battery 101, thus continuing the indication obtained at the train control rail just passed.

When shoe 96 contacts with train control rail which is deenergized signal F is established on the locomotive in the following manner z-When shoe 96 moves along the ramp portion of the train control rail, shoe contact 98 opens and thus the stick circuit, which normally maintains polarized relay 100 energized between the train control rails is broken. Under these conditions neutral armature 102 drops and the circuit through signal I) or E is broken at front contact 112. When neutral armature 102 drops, it makes contact with back contact 126, thus establishing a circuit through signal F as follows: from one side of battery 101, wire114, polarized armature 105, neutral armature 102, back contact 126, wire 127, signal F, wires 128 and 118, wires 108 and 119, polarized armature 104, wires 120 and 121, to the other side of battery 101. When the 'contact shoe leaves a deenergized railthe shoe contact is again closed, but the normal stick circuit through polarized relay 100 is not reestablished, since this circuit is now broken at front contact 113. Thus signal F is continned until an energized train control rail is reached.

Separate means for recording the display of signals established on the locomotive in response to energized conditions of the signal rails are provided for as follows :The

4 winding of relay 18 in the dispatchers oilice is so proportioned that it will require a larger current to attract its armature 130, than relay 16 requires to attract its armature 86. As'long as the locomotive contact shoe 96 is not on a train control rail 92 or 93, a current is flowing through polarized relay 10and resistance 12 and the amount of current flowing through this'circuit is not sufficient to lift armature 1300f relay 18, but this'current is .sufiicient to lift armature 86' of delay 1611 r When however, the locomotive "contact shoe. 96 is in contact with train, control rails 92 or 93, a 'branch circuit is established through wire 94 which does not include polarized relay 10 or resistance 12 and the combined resistance of polarizedrelay 10 and resistance 12 is considerably greater than the resistance of polarized relay 100 on the locomotive. Under these conditions a greater amount of current is flowing through relay 18 in the dispatchers oflice, which is sufficient to lift its armature 130 and make contact with front contact 131; thus every time a locomotive is passing a train control rail, armature 130 of relay 18 closes front contact 131, and establishes a circuit through perforating magnet 66 as follows :from one side of battery 59, wire 61, wire 75, wire 132, armature 130 of relay 18, front contact 131, wire 133, perforating magnet 66, wires 134., 85 and wire 60, to the other side of battery 59. Since the circuit through perforating magnet 66 is not taken through the periodically broken contact on plate 83,0nly a single perforation is made on the record sheet, whenever the locomotive is passing a train control rail.

The utility of the invention lies in the fact that a dispatcher or other central ofiice operator knows from his record sheet where the various trains on his division are located and he is able to display by the manual operation of the switch 20, three distinct signals along the track or along the track and on the locomotive. Signals A and D may be used to indicate to the locomotive engineer that the block ahead is clear. Signals C and F may be used to indicate to a locomotive engineer that the block ahead is at danger or that he should stop and report to the dispatcher by telephone and signals B and E'may be used to indicate to the locomotive engineer that he should stop and report to the dispatcher or that he should proceed at limited speed, or that, for instance, he should take the next siding ahead. Or the three signals may be used to indicate any instructions as determined by the railway executives. In no case, however, can signals A and D, or B and E, as controlled by the dispatcher' be effective unless the block immediately ahead is unoccupied by a train.

Although I have particularly described one of the physical embodiments of my invention and illustrated the same, nevertheless I desire to have it understood that the particular embodiment illustrated is .merely illustrative, and does not exhaust the possible physical embodiment of means underlyin the principle of my invention.

hat I claim as new and desire to secure by Letters Patent of the United States, is:

1. In a railway train control system, in combination; a trackway; means for dividing the trackway into electrically isolated sections; a vehicle movable over said trackway; train signal means associated with each section; corresponding train control incombination strunientalities positioned on the vehicle; a

central station; means positioned at the central station whereby the signals along the trackway associated with each section may be caused to display a plurality of aspects and whereby the train control instrumentalities on the vehicle may be caused to display corresponding aspects, and means for recording at the central station the entrance of a train into a section and the particular aspect received by that train upon entering the section.

2. In a railway train control system, in combination; a trackway; means for dividing the trackway into electrically isolated sections; a vehicle movable upon the trackway; a central station; means positioned at the central station dependent upon the presence or absence of a vehicle upon a section for displaying at the entrance to said section any one of a plurality of signal aspects; and means positioned at the cen tral station for recording the particular aspect accepted by a vehicle.

In a railway train control system, in combination; a trackway divided into blocks; at least three signals, each differentiated from the other, located adjacent each block; vehicle carried train control instrumentalities corresponding to said signals; control rails adjacent each block to the electrical condition of which said control instrumentalities are severally responsive; central station'means for selectively operating a particular signal and establishing an electrical condition of said control rails corresponding to the signal selected; means controlled by said central station means for automatically indicating the movement of a vehicle in relation to the signal displayed at the entrance of a block and other mean-s automatically operative during an operation of said last-named indicatin means for indicating the movement of a ve icle in relation to energized said control rails 4. In a railway train control s stem, in a trackway divi ed into blocks; at least three signals, each differentiated from the other, located adjacent each block; vehicle carried train control instrumentalities corresponding to said signals; control rails adjacent each block to the electrical condition of which said control instrumentalities are severally responsive; central station means for selectively operating a particular signal and establishing an electrical condition of said control rails corresponding to the signal selected; means controlled by said central station means for automatically giving a continuous indication of the movement of the vehicle in a block and in relation to the signal displa ed at the entrance of such block; and ot er means automatically operative during the operation of said last named indicating means for indicating the movement of a vehicle in relation to energized said control rails.

5. In a railway train control system, in combination; a trackway divided into blocks; at least three signals, each dilferentiated from the other, located adjacent each block; vehicle carried train control instrumentalities corresponding to said signals; control rails adjacent each block to the electrical condition of which said control instrumentalities are severally responsive;

central station means for selectively operating a particular signal and establishing an electrical condition of said control rails corresponding to the signal selected; means controlled by said central station means for automatically recording the movement of a vehicle in relation to the signal displayed at the entrance of a block and other means antomatically operative during an operation of said last-named recording means for recording the movement of a vehicle in relation to energized said control rails.

6. In a railway train control system, in combination; a trackway divided into blocks; at least three signals each difierentiated from the other, located adjacent each block; vehicle carried train control intrumentalities corresponding to said signals; control rails adjacent each block to the electrical condition of which said control instrumentalities are severally responsive; central station means for selectively operating a particular signal and establishing an electrical condition of said control rails corresponding to the signal selected; means con- PAUL J. SIMMEN. 

